Vehicle power drive control system



Jan. 3, 1950 G. T. RANDOL VEHICLE POWER DRIVE CONTROL SYSTEM 3Sheets-Sheet l Filed Feb. 2l. 1944 Jan- 3, G. TI RANDOL VEHICLE PUWERDRIVE CONTROL SYSTEM 3 Sheeis-Sheet 2 Filed Feb. 21, 1944 G. T. RANDOLVEHICLE POWER DRIVE CONTROL SYSTEM Jan. 3, 1950 3 Sheets-Sheet 3 FiledFeb. 2l. 1944 Patented Jan. 3, 1950 UNITED STATES PATENT OFFICE 20Claims.

My invention relates generally to change-speed power drive systems lormotor vehicles. and more particularly to improved control means forchanging the speeds thereof. The present control means is in the natureof an improvement n the control means shown in my U. S. Patents Re.22,791 and 2,386,174.

One of the objects of my invention is to provide improved,power-operated means for establishlng certain speed ratio gear sets ofa change speed gearing and to associate therewith means responsive tothe speed of the driven shaft for determining which gear ratio will beestablished by the power-operated means.

Another object oi my invention is to embody improved control valve meansin a iluid pressure operated gear ratio establishing means which willhave associated therewith a speed responsive device for determining themanner in which an operator-operated member controls said valve means soas to cause the establishment of the gear ratios.

Stili another object of my invention is to so construct the controlvalve means that one operator-operated member conditions the valve meansfor operation by controlling an element thereof and anotheroperator-operated member controls another element thereof to either oftwo positions so as to cause iiuid pressure to be eiective to establishselectively either of two gear ratios, the position oi said otherelement and the gear ratio established being determinable by thecondition of a speed responsive device.v

Yet another object of my invention is to pro vide an improvedpower-operated control means for a motor vehicle change speed gearingwhich will permit the establishment of dlilerent gear ratios only whenthe speed oi the vehicle is within predetermined ranges and to socombine and associate the parts thereof that a simple and compact unitis obtainable for ready installation on existing motor vehicles withoutnecessitating a1- terations of the standard change speed gearingthereof. 4

Other objects of my invention will become ap parent from the followingdescription taken in connection with the accompanying drawings in whichFigure l is a side view, parts being shown in section, of a change speedgearing and other parts of a motor vehicle having associated therewithcontrol means embodying my invention. the gearing and control meansbeing in their neutral positions and the clutch pedal in the clutchdisenssed position:

(ci. 'r4-330.5)

Figure 2 is a top view of a portion o! the control means and the changespeed gearing. some parts being shown in section and the gearing housingbeing broken away to show the gearing arrange-'- ment;

Figure 3 is a sectional view taken on the line 3-3 of Figure l showingthe power take-oil arrangement for driving the speed responsive de-Figure 4 is a sectional view taken on the line I-I of Figure l showingdetails of the speed responsive device;

Figure 5 is a sectional view taken on the line 5 5 of Figure 1 showingthe control valve and some of the control parts therefor;

Figure 6 is a view of the inside of the cover plate for the gearingcasing showing the parts mounted thereon, said parts being in thepositions zresponding to neutral condition of the gear- Figure 7 is aview of a portion of the structure shown in Figure 6 with the partsshown being positioned to correspond to second speed of the gearing:

Figure 8 is an external view oi' the control valve and the hand-operatedcontrol parts therefor, said valve and parts being shown in positionscorresponding to the H (second and high) setting of the hand lever;

Figure 9 is a combined sectional and broken away view of the controlvalve showing details thereof;

Figure il) is a sectional view taken on the line lil-l0 of Figure 9showing the control valve in 35 its shut oil position as determined bythe hand Figure l1 is a view similar to Figure l0 showing the valveelements in the positions corresponding to second gear ratio;

4 0 Figure 12 is a perspective view showing the two movable elements ofthe control valve and the sleeve within which they are positioned:

Figure 13 is a view of the speed responsive control devlce with theparts in the positions as- 45 sumed when the vehicle is at rest; and

Figure 14 is a view similar to Figure 13 but showing the parts of thespeed responsive device in the positions assumed when the vehicle istraveling at such speed that high speed can be 60 established.

Referring to the drawings in detail and ilrst to Figures 1 and 2, thereis disclosed a change speed gearing generally indicated by the numeral Iwith which my improved control mechanism is asso- 66 elated, this tronbeing enclosed in a casing 2 provided with a cover plate 3 and situatedbetween the usual engine 4 of the vehicle and the usual propeller shaftI. Between the engine and the change speed gearing is the usual mainfriction clutch mechanism (not shown) which is employed to disconnectthe transmission of the power from the engine to the gearing for anydesired purpose including the facilitating of gear ratio changing. Thismain friction clutch is controlled by the clutch pedal 6.

The particular change speed gearing employed is one having three forwardspeed ratio gear sets and a reverse gear set. The gearing arrangement isshown in Figure 2 and comprises a combined driving shaft and gear 1which is connected through the main clutch so as to be driven by thecrankshaft oi' the engine. The gear 1 constantly drives a countershaft 8which carries gears 9. I0, I I and I2, gear il being in constant meshwith gear 1. Axially aligned with the combined driving shaft and gear 1is a driven shaft I3 connected to propeller shaft 5 and having rotatablymounted thereon a gear I4 constantly meshing with gear Iii of thecountershaft to thereby provide the second gear ratio. The driven shaftI3 has splined thereon a combined low and reverse gear I5 which isadapted to be engaged with an idler gear I6 constantly meshing with geari2 on the countershaft to thus provide the reverse gear ratio or engagedwith countershaft gear II to provide low speed ratio. Also splined onthe driven shaft is a double clutch element i1 which is positionedbetween gears 1 and I 4 and is employed to selectively connect eithergear I4 to the driven shaft or the driven shaft directly to the combineddriving shaft and gear 1 so as to provide a direct drive.

Referring now to Figures 1. 2, 4, 5 and 6, the combined low and reversegear I 5 is controlled by a shifting fork I8 which is plvotally mountedin arm I9 secured to the inner end of a shaft 2li journaled in the rearend of the gearing casing cover 3. The outer end of this shaft carriesan arm 2i whereby the shaft may be rotated to thus cause the shiftingfork I8 and gear I5 to be shifted in opposite directions from theneutral or central position shown in Figure 2 to thereby obtain low orreverse gear ratios. The double clutch element I1 is controlled by ashifting fork 22 which is plvotally mounted in an arm 23 secured to theinner end of a shaft 24 journaled in the forward end of the casing cover3. The outer end oi this shaft has secured thereto an arm 25 forrotating the shaft to thereby move the shifting fork 22 and the doubleclutch element I1 in either direction from neutral position, as shown inFigure 2, and thereby establish the second speed ratio or the high(direct) speed ratio.

The shaft 24 is surrounded by a rotatable sleeve 26 which also acts as abearing sleeve for the shaft. The outer end of this sleeve has mountedthereon a double arm lever 21. The inner end of this sleeve carries anintegral arm 28 which extends upwardly along side arm 23 in whichshifting fork 22 is plvotally mounted. The arm 2B is provided with gearteeth 29 which are adapted to mesh with teeth 30 on an arm 3i plvotallymounted on a shaft 32 carried by the cover plate, said latter arm havinga pin 33 projecting from its upper end. Between arm 23 of sleeve 26 andarm 23, in which the shifting fork 23 is pivoted, there is looselymounted upon the shaft 24, an arm 34 which also extends upwardly alongside arm 23 but on the opposite side thereof from arm 23. This arm isarranged to be engaged bythe pin I3 carried by the previously referredto arm 3| which is geared to arm 23. By means of this arrangement it isseen that arm 28 can be rotated by the sleeve 26 and when said arm 23 isgiven a clockwise rotation, as viewed in Figure 6. it will move awayfrom the shifting fork carrying arm 23 and also cause a rotation of arm3| by the gear connection so that pin 33 will be moved away from arm 34.The arms 23 and 3i then assume the positions shown in Figure '1. Underthese conditions it is seen that the shifting fork carrying arm 23 isfree so that it can be rotated in either direction from its positionshown in Figure 6 to thus shift the double clutch element I1 to itsoperative positions. The arm 34 will not restrain any movement oi theshifting fork carrying arm 23 when the arm 23 is rotated to the left toobtain second speed ratio since said arm 34 is freely mounted on shaft24. If the double clutch element I1 should be in either of its operativepositions with arms 28 and 34 spread apart due to a rotation of sleeve26, then the double clutch element can be brought back to its neutral orcentral position merely by a reverse rotation of sleeve 26. Figure showsthe two arms 28 and 34 spread apart and the gear shifting fork arm inthe position where second speed ratio is active. When sleeve 26 and arm28 are given a counterclockwise rotation. as viewed in Figure '7. arm 28will move to the position shown in Figure 6 and the gear connection witharm 3i will cause pin 33 in the arm to pick up arm 34 and move it to theposition shown in Figure 6, thus bringing the shifting fork 22 and thedouble clutch element to neutral position. If the double clutch elementshould be in high speed ratio position (shown by the dotted lineposition of arm 23 in Figure 7), then arm 28 will pick up the shiftingfork arm and cause the double clutch element to assume neutral position.In connection with the spread apart positions of arms 23 and 3i, it isto be noted that these arms are allowed a certain amount of freemovement toward each other before the shifting fork carrying arm 23 ispicked up. The purpose of this will become apparent later in connectionwith the operation of the mechanism.

The two positions of sleeve 26 and integral arm 23 are determined by adetent 35 (Figures 5, 6 and '1) carried by the cover plate. This detentcomprises a spring-pressed plunger 36 carried in a bore 31 in the coverplate and cooperating with two notches 33 and 39 in a flange 40 of lever28.

The arms I9 and 23 in which the two gear shifting forks are plvotallymounted have associated therewith a combined detent and interlockingmeans generally indicated by the numeral 4I and shown in Figures 6 and'7. This interlocking means comprises a member 42 plvotally mounted onthe backing plate and cooperating with flanges 43 and 44 on arms I 9 and20, respectively. Flange 43 has three notches 45 and flange 44 has threenotches 46 with which cooperate spring-pressed balls 41 carried by arm42. This combined interlocking and detent means is of well-knownconstruction being in present commercial use and is not believed torequire any further detailed explanation. The sole purpose is to preventeither gear shifting fork carrying arm I9 or 23 from being operated fromneutral position when the other is in a gear ratio establishing positionand to also yieldably hold both gear shifting fork carrying arms intheir different neutral and operative positions.

Referring again to Figure i, arm 2i on the external end of shaft 28 andarm 21 secured to the outer end of sleeve 28 are adapted to be manuallycontrolled by a single hand lever which is mounted on the steeringcolumn `lust below the steering wheel. The arm 2l is connected by a rodI8 to an arm 49 and arm 21 is connected by a rod I) to an arm 5l. Thesearms 49 and 5I are mounted on the lower end of a shaft 52 journaled atits lower and upper ends on the vehicle steering column 58. The lowerend of shaft 52 carries a. pin 54 for engagement with suitable slots inthe hubs of arms I9 and 5| whereby the shaft can be selectivelyconnected to arm 48 or arm 5I by a longitudinal movement. The upper endof shaft 52 has secured thereto a hand lever 55 which has associatedtherewith a pointer 56 for cooperation with an h-slot in a bracket 51secured to the steering column and also acting as the journaling meansfor the upper end of shaft 52. At the lower end of shaft 52 there isprovided a spring 58 which normally biases shaft 52 downwardly so as toconnect pin 54 with the slot in arm 8|. Under these conditions thepointer 55 will be at the open end of the leg portieri marked H" of theh-slot. When the lever is moved to the closed'end of the slot, it willhe in the high setting position whereby either of the two high speedratios, that is, second and direct speed ratios, may be obtainable. Themovement of the hand lever will, by the connection present, cause arm 21to be rotated in a counter-clockwise direction, as viewed in Figure l,thereby rotating sleeve 28 so as to move arm 28 and arm 3|, which isgeared thereto, to the positions shown in Figure 7, thus permitting freemovement of arm 23 which has pivoted thereto the shifting fork 22 forthe double clutch element I1.

If the hand lever 55 and shaft 52 should be raised so that the pin inengaged in theslot of arm 89, the pointer 56 will be opposite the R and"L portions oi' the h-slot so that the ow and reverse gear ratios may beobtained. When the hand lever is moved so that the pointer enters the Rportion of the h-slot, then by means of the connection present thecombined low and reverse gear l5 will be moved to engage with the idlergear I5 and establish reverse gear ratio. When the hand lever is movedso that the pointer enters into the L portion of the slot, then by meansof the connection present. gear i5 will be moved forwardly, as viewed inFigure 2, and the low gear ratio established.

The lever 25 on the exterior of shaft 24 which actuates the shiftingfork 22 for the double clutch element I1 is arranged to be poweroperated and to accomplish this there is provided power-operated meansshown for example as a power cylinder or suction motor 59 comprising acylinder 58' and a piston 58. The cylinder is pivotally mounted at oneend to a bracket 8| and the pis` ton is connected by a piston rod B2 tolever 25. The end oi' the cylinder through which the piston rod extendsis closed by an end member 83. When the piston is in its centralposition, as shown in Figure 1, the double clutch element I1 will be inits neutral or central position, as shown in Figure 2.

The operation oi the power cylinder is controlled by a control valvemeans 5l mounted on the exterior of the cover plate, this valve beingshown in detail in Figures 9, 10, 11, and l2. The valve means comprisesa casing 65 secured to the exterior surface of the cover plate andprovided with a bore 85 within which is press-fitted a sleeve 51. Apassage i8 extends through the forward side of the casing and sleeve andto this passage is connected a conduit 69 whichis employed to connectthe interior of the sleeve with the forward end of cylinder 58 of thepower cylinder. Another passage 18 extends through the rear side of thecasing and sleeve and to this passage is connected 'a conduit 1I forplacing the interior of the sleeve in communication with the rear end ofcylinder 59 of the power cylinder. The inner ends of passages 58 and 1|)are diametrically arranged with respect to the interior of the sleeve. Athird passage 12 extends through the casing and the sleeve on the upperside thereof and to this passage is connected a conduit 13 which leadsto the manifold 1l of the engine l. There is also provided a fourthpassage on the lower side of the casing and dlametrically oppositepassage 12. said passage 15 being connected to atmosphere through afilter element 18. As best seen in Figure 12, sleeve 61 is provided withan elongated slot 11 with which the passage 15 communicates.

Mounted for rotary movement within sleeve 51 is a cyindrical valveelement 18 having an integral shaft portion 15 extending to the exteriorof the valve casing whereby the valve element may be rotated. This valveelement,

on its exterior surface, is provided with two` axially spaced annulargrooves 80 and 8 l. Groove 88 communicates with an axially extendinggroove 82 and groove 8l communicates with an axially extending groove 83(see Figures 9 and l2), these axially extending grooves beingdiametrieally positioned. Both grooves 88 and 8| are so spaced as tocommunicate with the ends of slot 11 in sleeve 61 so that said grooveswill at all times be in communication with the atmosphere throughpassage 15. The valve element 18 is also provided with four holes 84,85, 86, and 81, the latter of which is larger than the others Theseholes are circumferentially spaced apart 90 degrees so that in oneposition of the valve element the holes 84, 85 and 85 willsimultaneously communicate with passages 68, 12, and 10, respectively,all as indicated in Figure 11. Under these conditions the larger hole 81will also be in direct alignment with the slot 11 in sleeve 61. When thevalve element, however, is turned in a clockwise direction from theposition shown in Figure 1l to the position shown in Figure 10, theholes 85, 85, and 86 will no longer communicate with passages 5B, 12.and 1B, thus cutting off all communications between said passages andthe interior of the valve element through the holes. Under theseconditions the larger passage 81, however, will still remain in partialrelation with slot 11 as clearly shown in Figure l0. When the valveelement assumes the position shown in Figure i0, the axial grooves 82and 83 will com- 50 municate with passages 18 and 68, respectively, toplace these passages in communication with atmosphere. A

Within the cylindrical valve element 18 is a piston valve element 88having a control shaft 88 c5 which extends into the interior of thecover plate.

This piston valve element is provided with opposed slots 98 and 8| whichare cut into the valve element from opposite sides thereof leaving aconnecting web 92 which is somewhat frustoconical in shape as viewed insection (Figures l0 and ll). By means of this piston valve element it ispossible to employ the slots for placing the holes 85 and 81 in thecylindrical valve element 18 selectively in communication with hole 84or hole 86 in 'said cylindrical valve element.

When slot 00, for example, is connecting holes Y' t and Il, slot 9| willconnect holes 80 and 91 and when slot 0| is connecting holes 06 and 00.slot 00 will be connecting holes 04 and 01. Thus it is seen that withthis arrangement the manifold can be connected selectively to either endof the cylinder of the power cylinder and when the manifold is incommunication with one end of the cylinder the other end of the cylinderwill be in communication with atmosphere since hole l1 communicates withpassage 95. Y

The shaft 19 of valve clement 19 which extends to the exterior of thevalve casing has secured thereto an arm 93 which is provided with a slotI4 having a long straight portion and a short angular portion as clearlyshown in Figures 1 and 8. This lever is arranged to be actuated by thepreviously mentioned lever 21 which is connected to the outer end ofsleeve 20 and is actuated by the hand lever 00. The connection is madeby means of an extension 00 on lever 21 which carries a pin 00 forcooperation with slot 94. A spring 91 is connected to the slotted arm 03and tends to rotate the arm and the valve element 18 in ananti-clockwise direction as viewed in Figures l and 8. By means of theconnection between lever 21 and the valve element 1B the valve elementcan be manually controlled by the hand lever 55 to thereby set saidvalve element in its two positions shown in Figures and 11, Figure l0corresponding to the position of arm 93 as shown in Figure 1 and Figure1l corresponding to the position of arm l0 shown in Figure 8.

The shaft 09 of the piston valve element which extends into the interiorof the casing cover 3 has secured thereto a double arm lever 00, bestshown in Figures 6 and 7, whereby said valve element may be rotated toits various positions. This double arm lever is adapted to be actuatedby a link 09 which is provided with a pin |00 for engaging in notches|0| and |02 in oppositely extending arms of lever 90. The link 09 ispivotally connected at one end to a reciprocating plunger |03 which ismounted in a cup-shaped member |04 carried by the forward end flange ofthe cover plate. The plunger is also provided with an integral extension|05 which is provided with a V-shaped end |00 for cooperation with aV-shaped notch |01 in the central part oi the double arm lever 90. Theplunger is backed by a spring |08 which tends to push the plungerinwardly and cause the V-shaped end of extension |05 to engage in notch|01 to thus centralise the double arm lever and thereby place the pistonvalve element 98 in its central position as shown in Figure 10. Thespring |00 also acts on a headed pin |09 which is adapted to cooperatewith a flat surface ||0 on the pivoted end of link 00 to thus cause thelink to be yieldably held 60 in alignment with the axis of the plungerbut does not prevent the link from pivoting out of alignment when causedto do so by a force on its free end. The plunger |03 and all theelements carried thereby are adapted to be actuated by an arm which ispivoted on the inner end of a short shaft ||2 journaled in the forwardend of the cover plate. The exterior end of this shaft has securedthereto a short arm ||3 which is adapted to be actuated by means of anarm M secured to the hub of the clutch pedal 0. said arm having on itsouter end a pin IIB for engaging the arm IIB. When the clutch pedal isdepressed, arm ||3 will be actuated, the actuation of arm IIB, however,not taking place 8 until the clutch pedal has been moved sumciently toJust dlsengagethe main clutch. When arm ||0 is moved, it will rotate armon the in terior of the casing, thereby pushing the plunger |02forwardly and causing it to rotate the double arm lever 90. A stop pinill' is employed to limit the anti-clockwise rotation of the arm asviewed in Figures 6 and '7.

0n the inner end of shaft 99 of the piston valve element 00 is rotatablymounted an arm ||0 which is positioned between the double arm lever 98and the cover plate. This arm carries a V-shaped portion H6 which isemployed for selectively guiding the pin |00 on link 09 to the notches|0| and |02 so that the link can actuate the double arm lever and rotatethe piston valve element to either of its two positions depending uponwhich arm is connected to link 99. The outer end of the arm H5 ispivotally connected to a lever |I1 which is pivoted intermediate itsends on the cover plate. These levers are acted upon by a. spring ||8which normally biases the arm I5 and lever ||1 upwardly as shown inFigure 6. The lever carries a pin ||0 engaging in a grooved collar |20carried by an actuating sleeve |2| of a speed responsive devicegenerally indicated by the numeral |22 and mounted in the cover plate.

The speed responsive device is best shown in Figures 1, 4, 13, and 14.The actuating sleeve of the speed responsive device has connected to itslower end two centrifuge members |22, said connection being made throughlinks |21. These centrifuge members are pivoted on a collar |22 securedto a shaft |20 which extends upwardly through the actuating sleeve |2|.The sleeve is normally biased downwardly by a spring |21 which surroundsthe shaft |28 and acts on the lower end of sleeve |2| (see Figure i4).The force of the spring can be varied by means of adjusting nuts |21' onthe top of shaft |26. The spring |21 also is aided by previouslymentioned spring |0 in tending to keep the centrifuge members in theirinward positions as shown in Figure 14. The shaft |26 is connected to bedriven by a exible cable |20 leading from a power take-of arrangement onthe propeller shaft 5 of the gearing. This power take-off device is apart of the usual vehicle speedometer driving means which comprises agear |29 secured to the propeller shaft and meshing with a gear |30journaled by a shaft |3| in a casing |22 attached to the propeller shafthousing. The shaft |22 is connected at one end to cable |28 and at itsother end to the speedometer driving flexible cable |33. It is thus seenthat the driving of the speed responsive de- .vice is accomplished in asimple manner by employing the power take-oil' mechanism alreadyassociated with the propeller shaft.

Operation Referring to the operation of my improved control means, theparts will be in the positions shown in Figures 1, 2, 4, 5, 6. 9, 10,and 13 when the change speed gearing is in neutral condition and theclutch pedal is moved beyond clutchdisengaging position. Under theseconditions if it is desired to establish either low or reverse gearratio, the hand lever 55 need only be raised upwardly and then rotatedto place the pointer in either end of the H-slot R or L If it is placedin the R end oi' this slot, the reverse speed ratio will be establishedby operator effort. The gear Il will be shifted rearwardly, as viewed inFigure 2, to a meshed condition with the idler 9 gear Il. I! the pointeris placed at the "L" end o! the H-slot, gear Il will be shifted!!!Operator eilort forwardly to mesh with the counter-shaft gear Il tothereby establish low speed ratio. When either the low or reverse speedratio is established. release oi the clutch pedal will permit power fromthe engine to be transmitted to the wheels oi the vehicle and thevehicle moved in the desired direction. When the low and reverse speedratlos are being established or are operative, the manifold of theengine will be cut oi! at all times from the power cylinder by thecondition of the valve element 'It of control valve means I4 which willbe in the position shrown in Figurefl. When the valve element 1l is incut-oil' position, both ends of the cylinder of the power cylinder willbe in communication with atmosphere. The movement of the clutch pedal topositions beyond clutch-disengaged position may cause movement of thepiston element I but such will not change the shutoil condition of thevalve means since this is controlled by the cylindrical valve element10. InFigure 6, for example, the parts controlled by the clutch pedalare shown in positions corresponding to the movement oi' the clutchpedal beyond clutch-disengaged position and the .pis-

ton valve element moved to the position corresponding to the full lineposition shown in Figure ll but such position will not affect theshutoff condition of the control valve means.

When the clutch pedal is moved beyond clutchdisengaged position and itis desired to obtain second speed ratio, this can be accomplished bymerely moving lever 55 so that the pointer is in the end of the portionof the H-slot marked H. Under such conditions, arm 21 and sleeve 26 willbe rotated in a clockwise direction, as viewed in Figure l.Consequently, arm will be moved away from the gear shifting forkcarrying arm 23, thereby moving arm 3| also away from arm 23. Thesepositions are shown in Figure 1. The rotation of arm 21 will also causethe extension 95 thereon to move its pin 00 in slot 04 of the valvecontrolling arm 93. This pin will eventu-V ally be forced up into theshort angle portion of said slot to thereby cause arm 93 to be rotatedto the position shown in Figure 8. This will rotate the cylindricalvalve element to the position shown in Figure l1 and thereby conditionit so that either end of the power cylinder can be connected to thesuction motor. In other words, the control valve means is no longer inits shutoff condition. The cylindrical valve element is caused to bemoved due to the pin and slot arrangement only during the last smallmovement of lever 55 when the pointer is moved into the H" position.Since the clutch pedal has been moved beyond clutch-disengaged position,the piston valve element will be caused to be positloned as shown inFigure l1. 'I'his is brought about by the movement of link 00 and thesimultaneous actuation of the double arm lever which controls the pistonvalve element (see Figure 6). The piston valve element, however, willassume the position shown in Figure l1 only if the speed of the vehicleis below a predetermined rate which will be determined by the speedresponsive device. This predetermined rate is arranged to be at aroundtwenty miles per hour vehicle speed. In other words, when the actuatingsleeve |2l voi the speed responsive device is in its lower position(Figure 13), the piston valve element will be positioned as shown inFigure 11 since, under such conditions. the actuating sleevewillcausetheV-shapedportionofarm llltobe in a position to guide the pinill on link I0 downwardly to engage in notch lll of the double arm lever(see Figure 6) and rotate the piston valve element to the position shownin Figure il. If the speed of the vehicle should be above twenty milesper hour. the centrifuge members will so act on the actuating sleeve I2!and move it upwardly, as shown in Figure 14, that arm HB carrying theV-shapegl portion IIB' will be in such position that the pin |00 on linkI! will be guided into notch |02 of the double arm lever 0I (shown bydashed lines in Figure 6) and rotate the piston valve element to theposition shown in dotted lines in Figure ll. The twenty miles per hourvehicle speed controlling the dividing line between the obtaining oi'the second and high speed ratios is the point ab which the apex H6' ofthe V-shaped portion of lever IIB is substantially at the axis oi' link$9 when in its normally released position as viewed in Figure 7.

If it is considered that the vehicle is traveling below twenty miles perhour at the time it is desired to shift from low speed ratio, then thepiston valve element will be in the position shown in Figure ll. Thuswhen hand lever 55 is moved so that the pointer is in the H position,the forward end of the power cylinder will be immediately connected tothe manifold whenever the pointer reaches its H position since then thecylindrical valve element will be moved from the position shown inFigure 10 to that shown in Figure 1l. Consequently, this will cause amovement of the piston of the power cylinder to the forward end of thecylinder, thereby shifting the double'clutch element l1 of the gearingrearwardly to connect the second speed ratio gear Il to the drivenshaft. Release of the clutch pedal will now result in the vehicle beingmoved forwardly in second speed ratio. When the clutch pedal isreleased, plunger |03 will also be released and spring |00 will movelink 0S to the position shown in Figure 7. The piston valve element 0Bwill thereby be returned to its central position shown in Figure 10 bythe action of the V-shaped end |06 on extension |05 engaging in notch|01 of the double arm lever 90. If the clutch pedal should be disengagedat any time when the vehicle is traveling below twenty miles per hour,there will be no additional shifting of the gearing since all that willhappen is that the forward end of the power cylinder will bere-connected to the manifold. Since the piston is already in the forwardend of the cylinder of the power cylinder, no movement thereof willresult.

If second speed ratio has been established and the vehicle is moving ata rate greater than twenty miles per hour, direct drive ratio may beobtained by merely moving the clutch pedal beyond clutch-disengagedposition, as shown in Figure l. The vehicle speed has now resulted inthe speed responsive device moving the actuat ing sleeve |2| upwardly tothe position shown in .Figure 14. As a result thereof, arm IIB willassume the position shown in Figure 'l wherein the apex of the V-shapedportion IIS is in such position as to guide pin |00 into notch |02 ofthe double arm lever when the clutch pedal is disengaged and the link 99moved forwardly. This will now cause the double arm lever 98 to assumethe position shown in dashed lines in Figure 6 and result in therotation of the piston valve eiement 88 to the position shown in dashedlines in Figure 11. The forward end oi' the cylinder oi' the powercylinder will thereby be connected to the manifold and the rear end ofsaid cylinder connected to atmosphere. Consequently. piston ill will bemoved to the rear end of the cylinder and the double clutch element I1shifted forwardly, as viewed in Figure 2. to directly connect thedriving shaft and gear 1 with the driven shaft. When the clutch pedal isreleased to reengage the clutch, the piston valve element will bereturned to the central position, as shown in Figure 10.

When high speed ratio is established, it will be maintained as long asthe vehicle speed is above twenty miles per hour and notwithstanding amovement of the clutch pedal to a position beyond clutch-disengagedposition. This movement of the clutch pedal only results in the rear endof the cylinder of the power cylinder being re-connected to the manifoldand since the piston is already at the rear end of the cylinder, it canbe moved no further. However, if the vehicle speed should drop below thetwenty miles per hour speed limit and the operator should desire toobtain second speed ratio, this can be done by merely depressing theclutch pedal to a position beyond clutch-disengaged position, whereuponarm IIB will assume the full line position shown in Figure 6.Consequently, the double arm lever will be rotated so as to move thepiston valve element to the position shown in Figure 1l to connect theforward end of the cylinder of the power cylinder to the manifold andresult in a shift of the double clutch element Il to establish thesecond speed ratio in a manner already described. When the speed of thevehicle again goes above twenty miles per hour, high speed ratio may beestablished by merely moving the clutch pedal to a position beyondclutch-disengaged position.

If the vehicle has been started in low speed and the speed of thevehicle at the time the pointer 56 ls placed in the H end of the H-slotis above twenty miles per hour, high speed ratio will be immediatelyattained and second speed ratio skipped. Under these conditions the armH6 will be in the position shown in Figure 6 so that the movement of theclutch pedal beyond .clutch-disengaged position will cause pin on link99 to ride into notch lill and position the piston valve element asshown in dashed lines in Figure 11. It makes no difference whether thehand lever 55 is moved after the clutch pedal is moved beyondclutch-disengaged position or after such clutch pedal movement. Theresult will be the establishment of the high speed or direct drive.

When the change speed gearing is in either high or second speed drive,it can be neutralized manually at any time by merely bringing the lever55 to a position where the pointer is at the cross-slot of the h-slot.As the lever is moved and the pointer moves out of the "H end of theh-slot, the initial movement will result in the cylindrical valveelement I8 being returned to the position shown in Figure 10. This willconnect both ends of the cylinder` of the power cylinder to atmosphereand cut oil communication with the manifold. Movement of the lever inreturning the pointer to the cross-slot will also result in the rotationof sleeve 26 and movement of arms 28 and 3i toward each other. When thecylindrical valve element reaches the cut-olf position, arms 28 and 3|will move sufllciently inwardly to then pick up and move the gearshifting fork carrying arm Il regardless of whether it is in high orsecond speed operative position. Continued'movement of lever Il to wherethe pointer is at the cross-slot will then return the gear shifting fork22 to its central position, thereby neutralizing the gearing. Along withthe movement of the double clutch element il there will also be amovement of the piston o( the power cylinder to the center of cylinderIl'. Free movement of the piston is permitted since both ends of thecylinder of the power cylinder are placed in communication withatmosphere prior to any movement of the piston taking place as a resultof the movement of arms il and Il toward each other. In connection withthis neutralizing action, attention is called to Figure "l wherein it isnoted that when arms Il and 2l are in their extreme spread-apartposition, they have a certain amount of free movement toward each otherbefore arm 28 csnpick up the gear shifting fork carrying arm 23 when itis in high speed ratio position or before pin Il on larm li can engagefreely rotative arm Il to pick up the fork carrying arm 23 when it is insecond speed ratio position. During this "lost motion" movement of arms2l and il toward each otherl the cylindrical valve element 8l is beingmoved to the shut-off position shown in Figure i0. thereby placing bothends of the power cylinder in communication with atmosphere.

From the foregoing description it is seen that there has been devised avery simple and compact control means for a change speed gearing whichwill permit manual establishment of low and reverse gear ratios bymanual eii'ort and the establishment of either second or high speeddrive by operation of a power means. As to whether second or high speedwill be made operatlve is dependent upon the speed of the vehicle. Theoperator can obtain high or second speed only when these speeds aredesirable. The shift to either second or high speed is made only underconditions where the speed of the vehicle dictates that such a speed isdesirable and then the operator need not establish said speed until hewants it. This permits the operator to have control of the gear ratiochanging at all times provided, of course, that the speed of the vehicleis such that the gear ratio to be established by the operator will beone which is desirable for that vehicle speed.

Being aware of the possibility of modifications in the particularstructure herein illustrated and described without departing from thefundamental principles of my invention, I do not intend that its scopebe limited except as set forth by the appended claims.

What I claim as new and desire to secure by Letters Patent of the UnitedStates is:

i. In control means for a change speed gearing having two differentspeed ratio gear sets, a toothed member movable to two different toothengaging positions to establish the said gear speeds, anoperator-operated control member having a reciprocal movement, meanscontrolled by the control member for moving the movable member to itstwo positions and comprising a connection means movable by the controlmember and selecting means associated with the connection means forselectively establishing either of two connections from the controlmember so that the moving means can be caused to make operative eitherof the gear speeds by a movement of the control member to apredetermined position, and speed responsive means for deterassensomining the selecting condition of the selecting means.

2. In control means for a change speed gearing having two diierent speedratio gear sets, a toothed member movable to two diiierent toothengaging positions to establish the said gear speeds, means for movingsaid member to its two positions including power means having areciprocable member, operator-operated control means and an elementconnected to be moved thereby to two positions, selecting means fordetermining to which position the element will be moved by reciprocablemember of the power means, when operated, and speed responsive means forcontrolling the selecting condition of the selecting means.

3. In control means for a change speed gearing having two differentspeed ratio gear sets, a toothed member movabe to two different toothengaging positions to establish the said gear speeds, means for movingsaid member to its two positions including an operator-operated controlmember and an element connected to be moved thereby to two positions.selecting means for determining to which position the element will bemoved by the control member when operated, speed responsive means forcontrolling the selecting condition of the selecting means, and meansfor disabling the moving means at will.

4. In control means for a change speed gearing having two differentspeed ratio gear sets, a toothed member movable to two diilerent toothengaging positions to establish the said gear speeds, means for movingsaid member to its two positions including an operator-operated controlmember and an element connected to be moved thereby to two positions,selecting means for determining to which position the element will bemoved by the control member when operated, speed responsive means forcontrolling the selecting condition of the selecting means, means fordisabling the moving means, a second operator-operated member forcontrolling the disabling means, and means operable by the second.operator-operated member when moved to the disabling position forneutralizing either speed gear, if established, by operator effort.

5. In control means for a change speed gearing having two differentspeed gear sets, a member movable to two dierent positions forestablishing the said gear speeds, means including fluid pressureoperated means for moving the movable member to its two differentpositions includingr a control valve means having an element movable totwo diierent positions to cause the said means to operate, anoperator-operated member, a control connection between the last memberand the element of the control means including selecting means fordetermining to which position the element of the valve means will bemoved when the operator-operated member is moved to a predeterminedposition, and speed responsive means for controlling the selectingcondition of the selectlng means.

6. In control means i'or a change speed gearing having two differentspeed gear sets, a single toothed member movable to two different toothengaging positions for establishing the said gear speeds, means formoving the movable member to its two different positions including acontrol means having an element movable to two different positions tocause the means to operate, an operator-operated member, a controlconnection between the last member and the element of the control meansincluding selecting means for de- 14 termining to which position theelement will be moved when the operator-operated member is moved to apredetermined position, speed responsive means for controlling theselecting condition of the selecting means, and means comprising asecond operator-operated member for controlling the operativeness of theelement of vthe control means.

'l'. In control means for a change speed gearing having two differentspeed gear sets, a member movable to two different positions forestablishing the said gear speeds, power means for moving the movablemember to its two different positions including a control means havingan element movable to two diiierent positions to cause the power meansto operate, an operator-operated member, a control connection betweenthe last member and the element of the control means including selectingmeans for determining to which position the element will be moved whenthe operster-operated member is moved to a predetermined position, speedresponsive means for controlling the selecting condition of theselecting means, means comprising a second operator-operated member forcontrolling the operativeness of the control means, and other meanscontrolled by th second operator-operated member for neutralizing aspeed gear, if established, by operator eiort when the control means ismade inoperative.

8. In control means for a change speed gearing having two differentspeed gear sets, motor power means having a movable member connected toestablish the said gear speeds by a movement in opposite directions,control means for the power means comprising an element movable to twopositions to cause the movable member of the power means to move to itstwo gear speed establishing positions, an operator-operated member, aconnection between said operator-operated member and the control meansincluding a selecting means for determining to which position theelement of the control means will be moved when the operator-operatedmember is operated, and speed responsive means for controlling theselecting condition of the selecting means.

9. In control means for a change speed gearing v having two differentspeed gear sets, motor power means having a movable member connected toestablish the gear speeds by a movment in opposite directions, controlmeans for the power means comprising an element movable to two positionsto cause the movable member of the power means to move to its two gearspeed establishing positions, an operator-operated member, a connectionbetween said operator-operated member and the control means including aselecting means' for determining to which position the element of thecontrol means will be moved when the operator-operated member isoperated, speed responsive means for controlling the selecting conditionof the selecting means, and means for disabling the control means atwill so that operation of the operator-operated member will beineffective to establish a speed gear.

l0. In control means for a change speed gearing having two differentspeed gear sets, motor power means having a movable member connected toestablish the said gear speeds by a movement in opposite directions,control means for the power means comprising an element movable to twopositions to `cause the movable member of the power means to move to itstwo gear speed establishing positions, an operatoroperated member, aconnection between said operator-operated member and the control meansincluding a selecting means for determining to which position theelement oi' the control means will be moved when the operator-operatedmember is operated, speed responsive means for controlling the selectingcondition ot the selecting means. and means operable at will fordisabling the control means and for subsequently neutralizing a gearspeed by operator eiort.

11. In control means for a change speed gearing having two differentspeed gear sets, motor power means having a movable member connected toestablish the said gear speeds by a movement in opposite directions,control means for the power means comprising an element movable to twopositions to cause the movable member of the power means to move to itstwo gear speed establishing positions, an operator-operated member. aconnection between said operatoroperated member and the control meansincluding a selecting means for determining to which position theelement of the control means will be moved when the operator-operatedmember is operated, speed responsive means for determining the selectingcondition of the selecting means, a second operator-operated member, andmeans operable by said second operator-operated member when moved fromone position to another for ilrst disabling the power means and thenneutralizing a speed gear if established.

12. In control means for a change speed gearing having two differentspeed gear sets, a iluid motor having a movable member connected toestablish either speed gear by a movement in opposite directions, asource of fluid pressure different from atmosphere, means comprisingcontrol valve means having a movable element movable to two positionsfor alternately connecting opposite sides of the movable member of themotor to the source, a control member. a connection between the controlmember and the valve element, selecting means associated with theconnection for determining to which position the valve element will bemoved by the control member when moved, and speed responsive means forcontrolling the selecting condition of the selecting means.

13. In control means for a. vehicle change speed gearing having twodifferent speed gear sets for driving a driven member, a fluid motorhaving a movable member connected to establish either speed gear by amovement in opposite directions, a source of iluid pressure differentfrom atmosphere, means comprising control valve means having a movableelement movable to two positions for alternately connecting oppositesides of the movable member of the motor to the source, a pedal, aconnection between the pedal and the valve element, selecting meansassociated with the connection for determining to which position thevalve element will be moved by the pedal when itis moved to apredetermined position, and means responsive to the speed of the drivenmember of the gearing for controlling the selecting condition of theselecting means.

i4. In control means for a change speed gearing having two differentspeed ratio gear sets, a fluid motor having a movable element connectedto establish either speed gear by a movement in opposite directions, asource of fluid pressure different from atmospheric pressure, controlvalve means for the motor comprising a casing connected to the source,the opposite ends of the motor and through a single port to theatmosphere. a rotatable cylindrical valve element having a position torcutting oli the source from communication with both ends of the motorand for placing said ends in communication with the atmospheric port anda second operative position for placing the source, both ends oi themotor and the atmospheric port in communication with its interior and asecond rotatable valve element within the cylindrical valve element forselectively connecting the source with the ends of the motor and.reversely, the ends of the motor with the atmospheric port, anoperator-operated member for controlling the cylindrical valve element,and means for controlling the second valve element to cause a speed gearchange when said cylindrical valve element is operated as aforesaid toits second operative position.

15. In control means for a change speed gearing having two differentspeed ratio gear sets, a iluid motor having a movable element connectedto establish either speed gear by a movement in opposite directions, asource of fluid pressure dii'- ierent from atmospheric pressure, controlvalve means for the motor comprising a casing connected to the source,the opposrte ends of the motor and the atmosphere, a rotatablecylindrical valve element having a position for cutting oi the sourcefrom communication with both ends oi' the motor and for placing saidends in communication with the atmosphere and a second opera.- tiveposition for placing the source, both ends of the motor and theatmosphere in communication with its interior and a second rotatablevalve element within the cylindrical valve element for selectivelyconnecting the source with the ends of the motor and, reversely, theends oi the motor with atmosphere, an operator-operated member movablefrom one position to another position for placing the cylindrical valveelement in the operative position from the cut-ot! position, meansoperable by said operator-operated position when returned to said oneposition for placing the cylindrical valve element in the shut-ofi'position and for neutralizing a speed gear, if established, by operatoreffort, and means for controlling the second valve element.

16. In control means for a change speed gearing having two differentspeed ratio gear sets, a nuid motor having a movable element connectedto establish either speed gear by a movement in opposite directions, asource of fluid pressure diil'erent from atmospheric pressure, controlvalve means for the motor comprising a casing connected to the source,the opposite ends of the motor and the atmosphere, a rotatablecylindrical valve element having a position for cutting oil' the sourcefrom communication with both ends of the motor and for placing said endsin communication with the atmosphere and a second operative position forplacing the source, both ends of the motor and the atmosphere incommunication with its interior and a second rotatable `valve elementwithin the cylindrical valve element for selectively connecting thesource with the ends of the motor and, reversely, the ends of the motorwith atmosphere, an operator-operated member movable from one positionto another position for placing the cylindrical valve element in theoperative position from the cut-oit position, means operable by saidoperator-operated position when returned to said one position forplacing the cylindrical valve element in the shut-ofi position and forneutralizing the established speed gear by operator eiort. means forcontrolling the second valve element at will. and speed responsivecontrolled means for determining to which selectiveA position the secondvalve will be moved by its control means.

17. In control means for a. change speed gearing having two differentspeed ratio gear sets, a iluid motor having a movable element connectedto establish either speed gear by a movement in opposite directions, a'source of iiuid pressure diierent from atmospheric pressure, controlvalve means for the motor comprising a casing connected to the source,the opposite ends of the motor and the atmosphere, a rotatablecylindrical valve element having a position ior cutting of! the sourcefrom communication with both ends o! the motor and for placing said endsin communication with the atmosphere and a second position for placingthe source, both ends of the motor and the atmosphere in communicationwith its interior and a second rotatable valve element within thecylindrical valve element for selectively connecting the source with theends of the motot and, reversely, the ends of the motor with atmosphere,an operator-operated member for controlling the cylindrical valveelement, a second operator-operated member for controlling the secondvalve element, and speed responsive controlled means for determining towhich position the second valve means will be moved by said secondoperster-operated member.

18, In control means for a change speed gearing having two differentspeed ratio gear sets, a toothed member movable to two diilerent toothengaging positions for establishing the two speed gears, iluid powermeans for moving said member, a source of iluid pressure to exert aforce for operating said power means, a control valve element for saidfluid power moving means and movable to two different operativepositions, a member for moving said control valve element, a connectingmeans between the control element and the moving member comprising meansfor selectively establishing diierent connections for moving the valveelement to its two positions, and speed responsive means for controllingthe selecting condition of the selecting means.

19. In control means for a change speed gearing having two differentspeed ratio gear sets, iiuid pressure operated means for establishingthe two speed gears comprising a control valve means having an elementmovable to two operative positions, a member for moving the valveelement, a source of fluid pressure to exert a force for operating saidspeed establishing means, selecting means for determining to whichposition the valve element will be moved by its moving member, and speedresponsive means for controlling the selecting condition of theselecting means.

20. In control means for a change speed gearing having two differentspeed ratio gear sets, iluld pressure operated means for establishingthe two speed gears comprising a control valve means having an elementrotatable to two operative positions, a member for moving the valveelement, a source of iluid pressure to exert a force 'for operating saidspeed establishing means, a double arm lever connected to the valveelement with the arms extending on opposite sides of its axis, means forselectively connecting the aforesaid member to either arm of the lever,and speed responsive means for controlling the selecting condition ofthe selective means.

- GLENN T. BANDOL.

REFERENCES CITED The following references are of record in the file oithis patent:

UNITED STATES PATENTS Number Name Date 1,729,173 Marfaing Sept. 24, 19291,791,502 Hoy Feb. 10. 1931 2,109,615 Durham Mar. 1, 1938 2,138,065Layman Nov. 29, 1938 2,160,385 Kraemer et al May 30, 1939 2,169,216Boxsom Aug. l5, 1939 2,177,662 Kliesrath et al Oct. 31, 1939 2,185,730Griswold Jan. 2, 1940 2,218,136 Price Oct. 15, 1940 2,239,182 WerderApr. 22, 1941 2,240,621 Johns May 6, 1941 2,351,067 Randol June 13, 1944FOREIGN PATENTS Number Country Date v 507,460 Great Britain June 15,1939 `039.697 France Mar. 22, 1922

